Bicycle



W. s. KELLEY.

Patented July 7, 1885.

(No Modl.)

. S; KELLEY. 3 Sheets-Sheet 2.

Patented-July 7, 1885....

' s Sheets-Sheet 3.. W. S. KELLEY. A

BICYCLE.

Patented July 7, 1885.

(No Model.)

um aknz. mevnmmumm, wmmww WILLIAM S. KELLEY, OF SMITHVILLE, NEW JERSEY.

BICYCLE.

QPECIFICATION forming part of Letters Patent No. 321,932, dated July7,1885.

Application tiled March 24, 1884. (No model.)

To all whom it may, concern.-

- Be it known that I, WILLIAM S. KELLEY, of Smithville, in the county ofBurlington and State of New Jersey, have invented certain Improvementsin Bicycles and Tricycles, of which the following is a specification.

This invention relates particularly to that class of machines in whichthe driving-wheel is actuated by a clutch or ratchet mechanism from adrum turnedin a forward direction by a strap winding thereon andconnecting with a footlever and turned in a backward direction whenreleased by a spring, although certain of the features are alsoapplicable to other machines, as will hereinafter more fully appear.

For purposes of illustration 1 have repre sented my improvements asembodied in a machine of the same general character as the well-knownStar bicycle, havingthe large propelling-wheel at the rear and a smallsteering-wheel in front.

Referring to the accompanying drawings, Figure 1 is a side elevation ofthe machine. Fig. 2 is a vertical cross-section of the same through oneside of the drivingwheel and frame, and the attendant parts. Fig. 3 is avertical section on the lineco as, looking toward the wheel. Fig. 4 is aside elevation of the pawl carrier. Fig. 5 is an axial section throughthe clutch mechanism and the attendant parts in modified form. Fig. 6 isa side elevation of one of the main-frame bearings for the fixed axle.

In proceeding to construct the machine represented I first provide amain frame, A, which may be identical in all its leading features withthat represented in my application for Letters Patent filed on the 7thday of February, 1884, No. 120,071, the frame being adapted to receivein its rear end the axle of the main driving'whecl B and at its forwardend the inclined steering-shaft O, in the lower end of which thesteering-wheel D is carried. The main wheel is constructed, as usual,with a hollow axle having flanges on its ends to receive the spokes, thewhole being commonly designated as the hub of the wheel. This hub ismounted and arranged to revolve loosely on a central axle, E, which isextended through the same from side to side and secured at its endsfirmly in the sides of the main frame. Heretofore it has been customaryto construct the ends of this central axle of a rectangular form and tomount them in openings of like form in the frame. This constructioninvolved considerable additional expense in order to insure the accuratefitting of the parts, and was objectionable for the reason, first, thatthe axle was liable to work loose, and, second, that it could not beconveniently turned in order to equalize the wear upon its differentsides. To avoid these difficulties, 1 now construct the ends of theaxleof round form, either cylindrical, as shown, or slightly tapered,and seat them in round holes in the sides of the main frame,whieh isdivided adjacent to the axle and drawn together by ascrew,in the mannerrepresented in Fig. 10, so as to firmly grasp the axle. By loosening thecompression-screw the axle may be released so as to be revolved in orderto bring the main wear from time to time on different portions of itssurface.

. The present construction and arrangement of the central stationaryaxle differs from that described in my previous application abovereferred to, in that the ends of the axle are circular instead ofangular, whereby a rotary adjustment of greater orless extent ispermitted, to equalizethe wear. The axle is confined endwise within theframe by means of nuts (0, applied to its outer end, and these nuts arein turn confined in position by means of screws 1), tapped into the endsof the axle, and having heads of sufficient size to overlap the outerfaces of the nuts. The screws may have their threads cut in oppositedirections from those of the nuts, or they may be constructed withthreads of a pitch differing from those of the nuts, whereby they areadapted to prevent the nuts from working loose.

Heretofore it has been customary to con struct the central axle of solidmetal. I now propose to construct the same of a hollow or tubular form,as represented in the drawings, whereby it is reduced in weight, andalso 'made to serve as a reservoir to contain a lubricant and deliverthe same parts.

As a convenient means of lubricant into the axle,

to the working introducing the I provide the same at one end with anopening which may be closed by one of the screws Z), drawings.

At suitable points in its length the axle may be provided with smallopenings (2 to permit the escape of the oil to its outer surface and tothe inner surface of the wheelhub revolving thereon Openings may also bemade from the axle outward into the clutch mechanism, if desired. It thedelivery openings be made of small size, they may be left open oruncovered, but if of large size they should be filled with wicking orother absorbent material adapted to deliver the oil gradually andprevent waste.

Referring, now, to the construction of the wheel, it will be perceivedthat it consists of the hollow axle c and the two flanges f, securedrigidly upon its ends as before alluded to. It has commonly been thepractice to construct the shaft 0 and flangesf in one piece, eithercasting them complete or working them from the solid. I find in practicethat there is great advantage in constructing the flanges in separatepieces and shrinking, forcing, or otherwise applying them immovably inposition upon the ends oftheir shaft. On the outer side the flanges areprovided, as in my pic vious machine, with annular overhanging rims g,the inner surfaces of which are provided with ratchet-teeth it formedthereon, or on a ring secured therein, these teeth being designed toengage with the driving-pawls i. In my previous machines these pawlswere mounted upon a revolving hub or drum. I now construct them of anangular form and mount them midway of their length upon horizontalpivots or journals formed on or attached to a friction-collar, j, whichis mounted either upon the fixed axle, as shown in the drawings, or, ifpreferred, on a sleeve projecting from the hub of the wheel, so that thepawlcarrier and pawls may revolve independently of the driving drum orpulley. It will be noted that this organization differs from that shownin my former application, in that the pawls are pivoted to anindependent frictionally-helt'l carrier instead of being pivoteddirectly and firmly to the drum or pulley. The only essentialrequirement is that the pawlcarrier j shall engage the axle with asufficient degree of friction to be carried thereby, while at the sametime it is free to turn independently on the axle whenever a moderateforce is applied. Loosely on the outcrcnd of the axle there is mounted arevolving drum or pulley, I, having on its outer side a hub, m, theouter edges of which are notched, as shown at n, Fig. 8, to engage withthe inner or heel ends of the pawls, which have their outer endsarranged, it will be remembered,toengageintheratchet-teeth. The actionof the parts thus arranged is as fol lows: \Vhen the pulley I is turnedin a forward direction, its hub m urges the heels of the pawls forwardin the direction indicated by the arrow in Fig. 3. The pivots of the asrepresented in the pawls being held meanwhile in position by theirsupport in frictional engagement with the axle, the outer ends of thepawls are thrown into engagement with the ratchetteeth. The instant thatthis engagement occurs the pawls are carried bodily forward, imparting arotary motion to the wheel, the frictioncollar j being at the same timerevolved with the other parts about the fixed axle. \Vhen the reversemotion of the pulley and hub oe curs, the latter, acting on the pawls,causes their ends to be thrown inward out of engagement with the wheel,so that they may revolve in a backward direction without noise. Theopenings in the hub are of such form and size as to permit but a limitedplay in relation to the pawls, in consequence of which the pawls andpawl-carrier are caused to rotate backward with the hub as soon as theends are out of engagement with the teeth.

It will be observed that the pawlcarrierresists moderately the movementof the pawls in a forward as well as in a backward direction, and thatit is in consequence of this resistance, or, in other words, inconsequence of the fact that the pivots of the pawls are held in a fixedposition, that the hub has the effect of throwing the pawls inward andoutward.

The collarj may be constructed in any suitable form in one or morepieces, provided it is adapted for frictional engagement with the axleor other fixed support; but it is recommended that it be constructed, asrepresented in Figs. 2 and 4, of two parts adapted to embrace oppositesides of the axle and united by means of screws 0 bearing spiralspringsp. This construct-ion permits the tension of the springs to bevaried in order to modify the friction between the collar and the axle.it also permits the holder to yield to a limited extent, so that the twopawls on opposite sides of the center may seat themselves firmly againstthe teeth in the event of the latter being cut in an irregular orunequal manner.

The essence of the present arrangement consists in having the pawlssupported by a frictional carrier and acted upon by the revolving pulleyor hub, and it is manifest that the form and detail of the parts maybemodified to any extent required provided the general mode of action isretained. The pulley Z has attached to its exterior one end of a strap,4', which is wound thereon and connected to the foot-lever as usual forthe purpose of imparting a rotary motion to the drum. The drum isrecessed in the outer side to receive a spring, 8, the outer end ofwhich is attached thereto, while the inner end is attached to afixednonrotating eollet encircling the axle, as shown. This collet, which isof essentially the same construction as that represented in my previousmachine, instead of being secured to the axle, as in the former case, isnow connected to the frame, in order that the axle may be revolvedtherein, and also in order that there may be no danger of its wearingloose and being turned out of position by the strain of the frames. Thisconnection of the collet to the frame instead of the axle, or, in otherwords, the fastening of the same independently of the axle, is of greatimportance, since it not only avoids the danger of its accidentalrotation in the event of the axle becoming loose, but also in that itpermits the axle to be given a rotary adjustment in order to equalizethe wear thereon, as elsewhere detailed. Its connection with the mainframe may be of any suitable character, a simple mode of connectionbeing the application of a pin or key, u, one end of which is seated inthe frame while the opposite end is seated in a slot or recess in thecollet, as shown in Fig. 2, or a stud or projection on the frameextended into a notch in the end of the collet, as in Fig. 9. Theconnection of the collet to the frame instead of tothe axle is found inpractice to be a feature of importance.

Having thus described my invention, what I claim is- 1. In a bicycle ofthe general character herein described, the combination of the wheelhaving the double hub or axle, the main frame, and the centralnon-rotating axle having its ends made of round form in cross-sectionand confined firmly but adjustably in the frame, as described, wherebythe rotary adjustment of the axle is permitted to equalize the wearthereon.

2. The combination of the main wheel having a tubular hub, thenon-rotating axle having round ends, and the main frame divided anddrawn together upon the ends of the axle by contracting screws,substantially as described and shown.

3. In a bicycle-or similar vehicle, the combination of the wheel havinga tubular hub, the fixed tubular shaft, and the main frame having thetwo ends of the shaft secured thereon.

4. In a bicycle, a main frame, a wheel mounted centrally therein andprovided with a tubular hub, and a tubular axle extended through the huband fixed at its two ends in the frame, said axle being provided withoilinlets passing to the outside of the frame and with oil-outletsopening to the exterior of the hub.

5. In combination with the frame, the axle,

and the drum or pulley and the spring, the collet encircling the axleand secured to the frame.

6. The springretaining collet secured to the main frame independently ofthe axle.

7. In combination with the main wheel having the driving rim or flange,the nonrotating axle, the pawls, the pawl-carrier having a frictionalconnection with the axle, and the driving-pulley having the hub toengage the pawls, whereby the pawls are rendered noiseless and positivein their action.

8. In a bicycle or tricycle, a pawl-supporting device having africtional connection with a non-rotating part, a driving-wheel withwhich the forward ends of the pawls engage, and a driving-drum arrangedto turn independently and connected with the inner or heel ends of thepawls, substantially as described, whereby a forward motion of the drumis caused to throw the parts into engagement with the wheel, and viceversa.

9. In a clutch-machine, substantially as described, the combination of ashaft or support, a rotary pawl-carrier divided and provided with meanswhereby it may be contracted for frictional engagement with its shaft,and pawls pivoted on and carried by said support. 10. In a bicycle ortricycle, a driving drum or pulley, a rotating frictionally retainedpawl-carrier wholly independent of the drum, pawls mounted on saidcarrier and connected with the drum, and a wheel driven by the activeends of the pawls, substantially as described and shown.

11. The combination of the main frame, the wheel having a tubular hub,the fixed hollow axle, and the screw located at the outside of the frameand affording access to the interior of the axle.

12. In combination with the wheel and the main frame, the fixed axleseated at its end in the frame, the nut applied on the end of the axle,and the screw applied to the axle to secure the nut, as shown.'

WILLIAM S. KELLEY.

Witnesses:

EDWARD F. BURNS, GHAs. H. OHICKERING.

